Train actuated railroad switch



y 1956 w. SESSIONS 2,744,703

TRAIN ACTUATED RAILROAD SWITCH Filed Sept. 17, 1952 3 Sheets-Sheet l /77 V6)? 250/" is e h ////6777 6e s/'o)75 by W M53 fitter-ways y 8, 5 L. w. SESSIONS TRAIN ACTUATED RAILROAD SWITCH 5 Sheets-Sheet 2 Filed Sept. 17, 1952 e m. 04 5. n L? M t mm 6 .6 w w e M .v m u n :LIIIIHH N a Q. Q I! NML hm May 8, 1956 1.. w. SESSIONS TRAIN ACTUATED RAILROAD SWITCH 3 Sheets-Sheet 3 Filed Sept. 17, 1952 5 5 .m w w n rs r 06 w LM O/ e fl Ya M7 Lee W/ United States Patent 10 TRAIN ACTUATED RAILROAD SWITCH Lee William Sessions, Watervliet, N. Y., assignor of onehalf to George M. Eames, Albany, N. Y.

Application September 17, 1952, Serial No. 310,005

Claims. (Cl. 246-338) My invention relates to railroads and particularly to improvements in switches for guiding trains from one track to another such, for example, as from a main line i to a siding or turn-out, and vice versa.

One of the objects of my invention is to provide a switch which is actuated by means on the train itself as it approaches said switch or turn-out. Another object is to provide a switch mechanism which, after the train has passed, may be actuated by means at the rear end of the train to re-set the switch to its original position. Another object is to provide a device of this character which is provided with a signal, visible from a train on the main line approaching said switch, to indicate whether said switch is set to move said train on to the turn-out or siding or whether it is set to allow the train to pass through on the main line. Another object is to provide a switch of this character which, when it is set either toswitch the train to the'turn-out or to allow the train to pass straight through, will be automatically locked in its set position. Another object is to provide a'switch having fixed rails, andlin which the switching of the train is effected by means acting on the sides of the wheels of the train to move it from one'track to the other. A further object is to provide a safety means for unlocking said switch and resetting it for through traflic on the main line which will be automatically actuated by the wheels of a train on said'main line approaching said switch from a direction opposite that to enter said turn-out in the event said switch is set to guide a train from said main line into said turn-out.

I accomplish these objects by the novel combinations and arrangements of the elements described below and illustrated in the accompanying drawing in which A Fig. 1 may be considered a diagrammatic, perspective view of my switch mechanism with the parts in their normal positions for the operation of trains on the main line I track;

Fig. 2 is a diagrammatic elevation view of the switch actuating mechanism which is carried by the train at the front and also at the rearthereof;

Fig. 3 is a plan view of the main line rails and the turn-out rails at the entrance to said turn-out;

Fig. 4 is a fragmentary, perspective view of a portion of the rails at the entrance to the turn-out; andv Figs. 5, 6, 7 and 8. are sections of Fig. 3 in the planes 5,6, 7 and 8, respectively.

Referring to the drawings and first, to Figs. 1 and.3

1 is a straight, continuous rail forming one of the rails of the main line track. The other rail of the main line track comprises two, spaced sections indicated by the numerals 2 and 3. The section 2, beginning at about the point 4 (see Fig. 3), which is about at the entrance to the turn-out, curves away'frorn the rail 1 to form the rail 5 of the turn-out. The other rail 6 of the turn-out is, of course, parallel to the rail 5. The inner side of the head of rail 6 is straight up to its point of termination 7, but the outer side of the head thereof is laterally tapered 2,744,703 Patented May 8, 1956 from about the point 8 to the point 7 and is spaced from the inner side of the main line rail 1, as shown at 9, to allow the flange of a car wheel to pass therebetween. The inner side of the head of the main line rail 3 is also straight up to its point of termination 10, but the'outer side thereof is laterally tapered from about the point 11 up to the point 10 and is spaced from the inner side of the turn-out rail 5 to provide a space 12 therebetweenfor the passage of the flanges of the train wheels. For a short distance to the right of the point 8 (see Figs. 3 and 8) the main line rail 1 is provided on the inner side thereof with an upstanding flange 13 which is spaced from the inner side of the head of the rail 1 to provide a groove 14 adapted to pass the flanges of the train wheels. In like manner, the inner side of the turn-out rail 5, for a short distance to the right of the point 11, is provided with an upstanding flange 15 which is spaced from the inner side of the head of rail 5 to form a groove 16 adapted to pass the flanges of the train Wheels.

Referring to Figs. 3, 4, 6 and 7, the inner sides of turn-out rail 6 and section 3 of the main line rail are provided with upstanding flanges 17 and 18, respectively, which are spaced from the inner sides of the heads of said rails to provide grooves 19 and 20, respectively, for the passage of the flanges of the train wheels. The flanges 17 and 18 extend beyond the points of termination 7 and 10, respectively, of the tapering rails.

Referring particularly to Fig. 4, it'will be noted that the section? of the main line rail curves downwardly adjacent its point of termination 7, as shown at 21. Similarly, the upstanding flange 18 curves downwardly adjacent its terminating point 22, as shown at 23; and it is to be understood that rail 6 and flange 17 curve downwardly in like manner adjacent their points of termination.

Referring now, more particularly, to Fig. l, I have provided a pair of horizontally-extending, elongated switch bars 24 and 25 having their bottoms disposed at a slightly higher elevation than the rails 1 and 2 which are between said bars and closely adjacent thereto. These bars extend along the outer sides of said rails from oppositely disposed points in advance of the entrance to the turn-out to points somewhat past said entrance. They are pivotally connected at their advance ends to a cross member 26, as shown at 27 and 28, respectively, to swing towards and away from the rails adjacent thereto. The other ends of said bars are bent outwardly at right angles to the main portions thereof, as shown at 29 and 30, and these bent portions are pivotally connected by links 31 and 32 and links 33 and 34, respectively, to the upstanding portions 35 and 36 of a cross member 37. The links 31 and 34 have portions depending below their pivotal connections to the cross member 37 and these depending portions are pivotally connected together by the cross link 33. v

A second similar pair of bars 33 and 40 is pivotally connected to a cross member 41, as shown at 42. and 43, a short distance beyond and to the right (as viewed in 'Fig. 1) of the bars 24 and 25. One of the bars 40 is positioned to swing towards and away from the main line rail 1 While the bar 39 is positioned to swing towards and away from the turn-out rail 5. These last mentioned switch bars are, in most respects, similar to the bars 24 and 2S and are mounted and connected to swing together by means of the cross link 44. However, they function in a manner quite different from the bars 24 and 25, as explained below.

As illustrated in Fig. 1, the parts are in a position to allow a train on the main line approaching the switch from either direction to pass straight through on the main line.

In order to switch a train which is approaching the 3 turn-out in the direction of the arrows, into said turnout, the bars 24 and 25 must be swung to the left, or in a clockwise direction, as viewed in Fig. l, and, to accomplish this movement, the following mechanism is provided.

In advance of the bars 24 and 25 (the distance is not critical so long as it is suflicient) is a transversely-extending, horizontal shaft 45 beneath the rails 1 and 2 and which is provided with a centrally disposed pinion 46 thereon. A similar shaft 47 having a pinion 48 thereon, is mounted somewhat beyond the swinging ends of the bars 39 and 40. Operatively connecting these pinionsis the elongated rack 49. The rack 49, in addition to. cooperating with the pinions 46 and 46, either of which may be considered as a driving pinion, cooperates With a driven pinion 5t forming part of the means which swings the bars 24 and 25, and with the pinion 51, which forms. partof the mechanism for swinging the bars 39 and and may also be rotated by the movement of the bar 40 or the bar 39 by the wheels of a train.

Attached to the shaft are two levers 52 and 53 which are adapted to be actuated by train-carried means for effecting movements of the bars 24 and 25 and 39 and 4t). Downward pressure on the lever 52 will turn the shaft 45 and the pinion as in a counter-clockwise direction (as viewed in Fig. 1) and also raise the lever 53, This will effect a movement of the rack 49 to the left and a counter-clockwise movement of the pinion 48 which will raise both of the levers 54 and 55 by the turning of the shaft 47. In order to effect these movements of the levers 52, 53, 54 and 55, their pivotal connections may require slotted openings for the pivot pins which, it is understood, should be provided, since the aforesaid levers and the means which connect them to the shafts 45 and 47 swing about different centers.

If it is desired to switch a train on the main line which is approaching the turn-out into said turn-out, the lever 52 is depressed by means carried at the front of the train. Such a means is diagrammatically shown in Fig. 2, where 1 and 2 are the rails, 52 and 53 are the levers, 49 is the rack, 46 is the pinion and 45 is the transverselyextending shaft which is turned by the depression of the lever 52.

The train-carried mechanism for actuating the switch may consist of four cylinders 56, 57, 58 and 59 provided with pistons therein, such as shown at 6% and 61, having depending piston rods 62 and 63 carrying rollers such as shown at 65 and 66 at the lower ends thereof. The rollers may be separately raised or lowered by fluid pressure entering the bottoms or tops of the cylinders through suitable control valves. The rollers 65 and 66 are on the front of the locomotive and positioned to depress the levers 52 and 53 when lowered, while the rollers shown .in dotted outline in Fig. 2 are at. the rear of the train and positioned to operate the levers 54 and 55 when lowered. However, it is to be understood that there may be four rollers both at the rear and front of thetrain.

Referring now to Fig. l, the roller 65 is shown in dotted outline as about to depress the lever 52, as it rolls thereover, to switch the train, carrying roller 65, into the turnout. When the lever 52 is depressed, the levers 53, 54 and 55 are raised and the pinions 46 and 48 rotate in a counter-clockwise direction and pull the rack. 49. to the left as viewed in Fig. l. The movement of the. rack 49 to the left rotates the pinion 50 in a counter-clockwise direction and the pinion 51 in a clock- Wise direction. The clockwise movement of the pinion 51- swings the arm 67 on the same shaft as said pinion to the right, thus moving cross link 44 to the right and the bars 39 and 40 to the left. The shaft which carries the pinion 50 also carries a bevel gear 68 which cooperates with a second bevel gear 69 on shaft 7% which in turn cooperates with a locking mechanism 71 on shaft 72 to. turn the latter. An arm '73 is mounted on the shaft 72 and cooperates with a lever 74 which is pivotally connected to the cross link 38. Thus, the rotation of the pinion 5i) which effects a rotation of the shaft 72 through the locking mechanism in a clockwise direction which moves the arm 74 to the right along with the cross link 38 which swings the bars 24 and 25 in a clockwise direction, thus bringing the bar 25 towards and over the rail 1 at the swinging end thereof. The outer sides of the wheels on the left side of the train contact the bar 25 and the wheels are guided to the right as they move along the rail 1 until they are over the downwardly curving end of the rail 7 and thereafter roll along on the turn-out rail 6 with their flanges in the slot 19 (see Fig.3).

The other turn-out rail 5 is curved away from the rail 1 and the flanges of the wheel on the right hand side of the train follow along the inner side of the rail 5 and pass through the slot 12 thus switching the train from the main line to the, siding.

The locking mechanism 71 is not shown in detail because such mechanisms are well known in the switch art. One such mechanism, for example, .is shown in Hoffman et. al., U. S. LettersPatent No. 2,054,543. Such a locking' mechanism permits the shaft 72 to be turned in either direction when shaft is turned by means of the rack and gearing associated therewith but the locking mechanism prevents the rotation of the shaft 70 by force applied to the arm '73 through the rod 74 and cross link 33 by pressure of the sides of the train wheels on either bar 24 or 25. Thus, pressure of the train wheels against the bar 25 when the mechanism is set to switch on to the turn-out cannot move the bar 25 back to the position shown in the drawing, nor can pressure of the train wheels on bar 24, when the switch parts are set as shown in Fig. 1, move the bars into turn-out switching position, because of the locking mechanism.

On the other hand, the bars 24 and 25, if set to switch a train into the turn-out, can be swung back to the position shown in Fig. 1 by four different means. Thus, pressure of the wheels on the right hand side of a train, approachingin the opposite direction of the arrows, against the bar 45) will clear a passage for such train through the switch mechanism. In order to accomplish this end, the inner side of the bar 40 curves smoothly into the angularlydisposed portion 76 thereof so that a gradual contact between thebar and the wheels of the train is effected. The swinging end of the bar 39 is similarly shaped so that the wheels on the left hand side of. a train coming out of the siding will effect a smooth contact therewith, if the bars are positioned as shown in Fig. 1, and press bar 39 to the left and bars 24 and 25 into position to guide a train into or out of the siding. The locking mechanism 71 will not prevent these movements of the switch bars because the movement is effectedv directly through the gears which turn the. shaft 70 and thus effect. aturning of the locking mechanism and cause the arm 73 to swing the bars 24 and 25.

The bars 39 and 40 are primarily designed to function as a safety device. Ordinarily, a train on the main line approaching the turn-outin the direction of the arrows and depressing the lever 52 in order to pass into the turnout, would, as the rear end of the train passes over the levers 54 and 55, depress either of them by mechanism similar to that shown in Fig. 2 on the rear of the train, thus restoring the parts to the, positions shown in Fig. l and providing through passage of trains on the main line in either direction. If the switch is set for the turn-out, and a train on the main line, approaching in the direction of the arrows is to pass straight through the lever 53 (then upstanding) would be depressed.

It is desirable that the engineer operating a train on the main line and approaching the turn-out in the direction of the arrows be advised as to how the switch bars 24 and 25 are set. That is to say, whether his train will proceed through the switch on the main line or be switched to the turn-out. For this reason, I have, provided a pair of signals 77 and 78 which are operated by the cooperation of the pinion 50 with the gear 79 on vertical shaft 80. Bevel gearing (not shown) in the casing 81 will turn shaft 82 and bevel gearing in the casing 83 will turn the signal 77 green, for example, on the side thereof which is visible to the approaching engineer. The gear 84 on shaft 82 will, at the same time, turn the gear 85 on shaft 86 which, in turn, through bevel gears in the casing 87 operate the signal 78 in like manner. When the switch bars 24 and 25 are set to move a train from the main line on to the turnout, the signals 77 and 78 will be turned so that a red or yellow light, for example, will be visible to the engineer of the approaching train; whereupon if he wishes to pass straight through on the main line, he must-set the necessary mechanism to depress the lever 53 which will then be up. it

While, as pointed out above, it is intended that one of the levers 54 or 55 will be depressed by mechanism at the rear end of a train passing into the turn-out, if the setting of the necessary mechanism to accomplish this end is overlooked, a train on the main line approaching the switch mechanism in a direction opposite that of the arrows, will contact the bar 40 and automatically move it v and the bars 24 and 25 to the right thus providing clear passage through the switch mechanism on the main line.

While I have described my invention in its preferred embodiment, it is to be understood that the words which I have used are words of description rather than of limitation and that changes, within the purview of the appended claims, may be made without departing from the true scope and spirit of my invention in its broader aspects.

What I claim is: I

1. In a railroad, the combination with a main track swinging said bars towards said turn-out and into a position where one of them will contact the outer sides of the wheels of said train for guiding said train on to said turn-out track; means for automatically locking said bars against counter-swinging movement thereof by pressure of said wheels thereagainst when so swung; and a second,

train-actuated lever in advance of said bars and cooperating with said bar-swinging means, when said bars are locked in position to guide said train on to said turn-out track, for swinging said bars in a direction away from said turn-out and into a position where one of them will guide said train past said turn-out.

3. In a railroad, the combination with a main line track, having fixed rails; of a turn-out track having fixed rails forming an entrance thereto from said main line;

one of said main line rails being continuous and the other of said main line rails comprising two sections longitudinally-spaced at the entrance to said turn-out; that section of said other main line rail approaching said entrance curving away from said continuous main line rail and continuing beyond said entrance to form one of the rails of said turn-out track; the head of the other rail of said turn-out and the head of the other section of said main line rail tapering on the outer sides thereof substantially to points at said entrance; said tapered sides of said rail heads, respectively, being parallel to and spaced from the immediately adjacent rails of the other v track to pass the flange of a car wheel therebetween; a

and a turn-out track, of means for switching a train from said main track to said turn-out track comprising a single elongated, horizontal bar extending from a point in ad- Vance of the entrance to said turn-out to a point past said entrance; means pivotally mounting said bar at the advance end thereof in .close proximity to the outer side of that rail of said main track which is furthest from said turn-out track to swing towards and at least partially over said rail to contact the outer sides of the wheels of a train on said main track approaching said turn-out and guide said wheels on to said turn-out track; 'two trainactuated levers positioned in advance of said bar and means cooperating therewith and with said bar for swinging the same; one of said levers swinging said bar into a position to guide said train into said turn-out, and the other of said levers swinging said bar into a position where it will not contact the wheels of said train; means for automatically locking said bar when swung-to a position for guiding said train into saidturn-out against counter-swinging thereof by pressure of the train wheels thereagainst; and means automatically actuated by the wheels of a train on said main track, traveling ina direction opposite said first mentioned train, when said bar is locked in a position to guide a train into said turn-out,

for swinging said bar into a position out of contact with the wheels of trains on said main track.

2. In a railroad, the combination with a main line track having fixed rails, of a turn-out track also having fixed rails forming an entrance thereto from said main line; a pair of elongated, horizontal switch bars disposed at an elevation slightly above the top of the rails of said main line track and extending from oppositely disposed points in advance of said entrance to points past said entrance; means pivotally mounting said bars at the advance ends thereof in close proximity to the outer sides of said main line rails to swing towards and partially over the rail adjacent thereto; means connecting the free ends of said bars to swing together in the same direction about said pivotal mountings; whereby when either of. said bars swings towards the rail adjacent thereto, the other bar will swing away from the rail adjacent thereto; means, including a first, train-actuated lever in advance of said bars, for

pair of horizontal switch bars disposed at an elevation slightly above the tops of said rails and extending from points in advance of said entrance to points past said entrance; means pivotally mounting said bars at said advance points closely adjacent the outer sides of said main line rails to swing towards and away from said rails; means including a cross link, pivotally connecting the free ends of said bars together to swing in the same direction; means, including two levers adapted to be actuated by selective depending means on a passing train, for optionally swinging said bars into a first position where one will contact the outer sides of the wheels on one side of said train, or into a second position in which the other of said bars will contact the outer sides of the wheels on the other side of said train to guide said traininto said siding or maintain it on said main line; and means for automatically locking said switch bars against lateral movement thereof by the wheels of a train when said bars are swung to their limit of movement in either direction; and means automatically actuated by the wheels of a train moving out of said turn-out when said bars are positioned to guide main line trains past said turn-out, and also automatically actuated by the wheels of a main line train moving towards said turn-out in the same direction but when said bars are positioned to guide a train into said turn-out, for unlocking said bars and swinging them into a position to allow said trains to pass.

4. In a railroad, the combination with a main line track,,having fixed rails; of a turn-out track having fixed rails forming an entrance thereto from said main line; one of said main line rails being continuous and the other of said main line rails comprising two sections longitudinally-spaced at the entrance to said turn-out; that section of said other main line rail approaching said entrance curving away from said continuous main line rail and continuing beyond said entrance to form one of the rails of said turn-out track; the head of the other rail of said turn-out and the head of the other section of said main line rail tapering on the outer sides thereof substantially to points at said entrance and curving downwardly towards said entrance from points adjacent thereto; said tapered sides of said rail heads, respectively, being parallel to and spaced from the immediately adjacent rails of the other track to pass the flange of a car wheel therebetween; a pair of horizontal switch bars disposed at an elevation slightly above the tops of said rails and extending from points in advance of said entrance to points past 7 said entrance; rn'eans -'piv'otally'n'i'ou'nting said bars at said advance p'oints closely adjacent the outer 'sides of said main line rails to swing'iewac'ras and away from said rails; rnea'ns 'in'clu'ding'a 'c'r'oss' iink, pivotal1y connecting the free ends of said bars together to swing in the same direction; and mean includin two levers adapted to be actuated 'by selective depending means on a passing train, for 0ptionally swi hging'said bars into a first position where one will contact the outer sides of *the wheels on one side of said train,'or into'a second position in which the other of said bars will contact the outer sides of the wheels on the other side of said train 'to guide said train into said siding or maintain it onsaid main line.

5. In a railroad, the coinbi'na'tion with a main line track, having fixed rails; of a turn-0tit track having fixed rails forming an entrance thereto from said main line; one of said main line rails being continuous and the other of said main line rails comprising two sections longitudinally-spaced at the entrance to said turn-out;

that's'ectionof said other mainline rail approaching said entrance curving away from said continuous main line rail and continuing beyond said'entrance to form one of the rails'of saidturn-out track; a pair of elongated switch bars extending from points in advance of the entrance to said turn-out to points past said entrance; means pivotally inoun'ting said bars at their advance ends closely adjacent the outer sides of the rails of said main line track to swing towards 'said rails and into guiding contact withthe outer side of a car 'wheel running on the rail adjacent thereto, and away from the rails of said main 8 line tr'ack; means actuated h'y a train on said main line track approaching 'said turn-out for optionally swinging one cf s'a-id b'ar's into "Contact with the Wheels on one sid'efof said train and the other bar away from the wheels on the other side of said train for guiding it into said position for guiding trainspast'said turn-out; and means actuated by the wheels of a train moving out of said turn out tortautomatically 'nioving'said switch bars into a position to guide trains into'and out of said turn-out when said "bars are locked in a ipositio'n to guide trains on said mainline past said turn-out.

References Cited inthe -fi1e of this patent UNETED STATES PATENTS 217,402 Potter July 8, 1879 295,640 Heyl Mar. 25, 1884 693,185 Swank Feb. 11, 1902 880536 Jackson Mar. 3, 1908 1,030,941 Szucs July 2, 1912 1,037,271 Leibson Sept. 3, 1912 

